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MYANMAR MERCANTILE MARINE COLLEGE

DEPARTMENT OF MARINE ENGINEERING

Diploma in Maritime Electro-Technology

Second Year

Ship’s Power Management System

Students Name 1. Kyaw Zin Myo

2. Thar Ta Aung

3. Aung Myat Thu

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Contents
Pages

Introduction 1

PMS Operation 2

Load Demand Monitoring on ship power system 4

Generator Management on ship power system 4

Load Sharing on ship power system 5

Frequency Control on ship 5

Load Inhibit on ship power system 5

Preferential Trip 6

Construction and Working Principle 6

Importance of Reverse power relay in PMS system 8

Understanding Blackout Condition 9

Automatic load sharing 10

How to reduce power consumption on ship 10

Two main aspects of PMS 10

Some of the major functions performed by the PMS 11

Programmable Logic Controller 16

Applications of Power Management System 18

References Lists 19
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Ship’s Power Management System

Introduction

A vessel may have a number of generating sets, a split bus bar and a variable

load. Since the advent of UMS classification, automatic control has become common

to ensure continuity of service and an efficient management of both generating and

load equipment.

The main switchboard is fitted with a power management system. This system

has various functions to ensure the continuous supply of the ship’s electrical systems.

The system also automatically controls the diesel generators for efficient operation.

Thus a modem PMS must not only ensure safety but also control fuel consumption

and emissions.

Automatic synchronizing and load sharing is provided for the ship’s generator

sets. According to the IMO requirement, a ship must have at least two generators. It is
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not necessary to have only a diesel-driven generator as the main source of power;

there may be other types of prime movers too. The power management system

automatically equalises the incoming generator’s frequency with the busbar frequency

and energises the generator’s air circuit breaker to connect the two circuits at the

moment when the parameters like voltage, frequency and phase sequence coincide.

Automatic load sharing then ensures that each generator is equally loaded.

PMS Operation

On marine vessels the Power Management System PMS is in charge of controlling

the electrical system. Its task is to make sure that the electrical system is safe and

efficient. If the power consumption is larger than the power production capacity, load

shedding (preferential trip) is used to avoid blackout. Another features of power

management system are starting and stopping of diesel generators depending on the

load variation. Electrical energy in any combination of the Generators is implemented

according to calculations of the electric power tables of each vessel. PMS System

decides which Generators combination will be the best according to the Load

Consumptions. The capacity of the Generators is such that in the event of any one

generating set will be stopped then it will still be possible to supply all services

necessary to provide normal operational conditions of propulsion and safety.

Furthermore, it will be sufficient to start the largest motor of the ship without causing

any other motor to stop or having any adverse effect on other equipment in operation.

In general a PMS Power Management System performs the following functions on a

Ship:
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1. Automatic Synchronizing

2. Automatic Load Sharing

3. Breaker control and monitoring

4. Automatic Start/Stop/Stby Generators according to Load Demand

5. Large Motors Automatic Blocking

6. Load Analysis and Monitoring

7. Three (3) Phase Management and Voltage Matching

8. Redundant Power Distribution( Continuous power distribution

without interruption for essential loads)

9. Manual, secured, semi-automatic and automatic mode operation

selection of generators

10. Control selection for generators in engine control room

11. Voltage alarm handling

12. Frequency alarm handling

13. Heavy consumer handling

14. Blackout prevention

15. Blackout recovery

16. Reconfiguration after blackout

Above mentioned functions are not the same in all ships, the functions varies

according to the types of Power management system which are designed by the

manufactures.

Typical power management system also controls the following:

Load Demand Monitoring on ship power system

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The total load is monitored and compared with the available on-line

generating capacity.

Generator Management on ship power system

Automatic blackout restart and connection of generators is ensured. The

blocking of large motors until the number of running generators is sufficient to supply

the starting current for motors and the ship’s power demand, is ensured. In response to

varying load, the system will start a standby generator and initiate the synchronising

sequence to bring it on-line, or off-load a generator, disconnect it from the bus and

stop it when it is no longer required.

Load Sharing on ship power system

The load demand is shared between generating sets which are on-line. This

can be done on a proportional basis according to the rated power and droop

characteristics of each set.

Frequency Control on ship

The frequency of the bus is monitored and kept within a specified limit by

means of raise / lower signals to each generator governor.

Load Inhibit on ship power system

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Some systems operate a load inhibit circuit that prevents a sudden increase in

load when the generating capacity is not available. Load shedding, to trip selected

loads in a preset sequence if generating capacity is not sufficient, is often undertaken

by a system separate from the PMS’s automatic control circuit.

Each of the earlier mentioned PMS functions will be defined within the system

software. The necessary inputs are provided as on/off status inputs from circuit

breakers and generator status signals, analog inputs of generator power and current,

power of each load and voltage and frequency of each bus section.

Outputs are given to raise / lower generator governor settings, close circuit

breakers or initiate an auto synchronizing system. An operator interface will provide

selection of duty and standby generating sets, and the ability to set levels at which

generating sets are introduced or shut down. The operator will be provided with

information such as power generated, power demands, running and standby capacity.

An interface to the ship’s main alarm system is likely, giving system alarms

and indications of any faults within the PMS itself.

The main advantage of using a programmable electronic system / PLC for a

PMS is the mathematical functions that it can perform.

For example, if the power input from the generator fails, generator power can

be calculated using the current input and an assumed or actual power factor.

Overloads can also be calculated and hence the load reduced by a minimum

amount, or an increase in load calculated in advance and the required generating

capacity brought on.

Preferential Trip
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A preferential trip is a kind of electrical arrangement on the ship which is

designed to disconnect the non-essential circuit i.e. non-essential load from the main

bus bar in case of partial failure or overload of the main supply.

The non-essential circuits or loads on ships are air conditioning, exhaust and

ventilation fans, and galley equipment which can be disconnected momentarily and

can be connected again after fault finding.

The main advantage of the preferential trip is that it helps in preventing the

operation of main circuit breaker trip and loss of power on essential services and thus

prevents blackout and overloading of the generator.

Construction and Working Principle

The preferential trip circuit consists of an electromagnetic coil and a dashpot

arrangement to provide some delay to disconnect the non-essential circuits.

Along with this, there is also an alarm system provided, which functions as

soon as an overload is detected and trips start operating. There are some mechanical

linkages also in the circuit which instantaneously operates the circuit and completes

the circuit for preferential trips.

The dashpot arrangement consists of a small piston with a small orifice and

which is placed inside a small cylinder assembly. This piston moves up against the

fluid silicon and the time delay is governed by the orifice in the piston.

The current passes through the electromagnetic coil and the linkages are kept

from contacting using a spring arrangement. As soon as the current value increases

the limit, the electromagnetic coil pulls the linkage up against the spring force and
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operates the instantaneous circuit and the alarm system. The lower linkage completes

the circuit for the preferential trip circuit.

The current passes through the coil in the preferential trip circuit which pulls

the piston in the dashpot arrangement. The movement of this piston is governed by

the diameter of the orifice and the time delay made by the same.

 Usual setting for overload trip 150% load (50% overload)

 When generator load reach 110%, preferential trip into operation as follow.

 First trip at 5 sec - shut down non essential load (air condition,

accommodation fan, cargo hold fan)

 Second trip at 10 sec - shut down essential load (Refer plants)

 Third trip at 15 sec - shut down main generator as last action, if load still high,

due to short circuit or insulation breaking.

Importance of Reverse power relay in PMS system

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When two or more power units are running in parallel and if reverse power

flow occurs, the same unit will start drawing power from the main bus bar. it can

cause overloading of the other power supply unit and hence leads for the preferential

trip or may lead to total power failure(Blackout). At the same time the faulty unit will

draw power from main bus bar and go for motoring effect and RPM will soot up

which leads to over speed trip or in worst case some mechanical failure to the prime

mover. To prevent this, reverse power relay is used where generator runs in parallel

with other utility or generator.

Understanding Blackout Condition

Blackout condition is a scenario on a ship, wherein the main propulsion plant

and associate machineries such as boiler, purifier and other auxiliaries stop operating

due to failure of power generation system of the ship – Generator and alternator. With

technologies and automation, measures are provided to avoid such blackout situations

by means of autoloading sharing system and auto standby system in which the

generator set that is running in parallel or standby comes on load automatically if the

running diesel generator fails. According to the PMS system, when main generators

stop, the emergency generator which is driven by a gasoline or diesel internal

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combustion engine, or electric motor is started up within 45 seconds after blackout

condition.

If emergency generator did not start up within 45 minutes, the operator have to

start up it according to the emergency generator manual starting procedure.

Automatic load sharing

 Auto-load sharing equipment is yet again more black-box electronics.

 The circuits compare the kW loading of each generator (via current and

voltage transformers) and any difference is used to provide an error signal to

raise/lower the governor setting of each prime mover as necessary.

 Such equipment is usually trouble-free, requiring little maintenance other than

an occasional visual inspection, cleaning and checking the tightness of

connections.
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 Manual load sharing is the obvious fallback if the auto-control equipment

fails.

How to reduce power consumption on ship

Power conservation and management is an integral part of operations on board

ships. Nowadays, ship engineers are specifically advised to inculcate best power

saving practices while carrying out on various on board operations.

Power management on ships comprises of two main aspects:

a. Automatic Power Management Systems: Using automation to conserve power.

b. Using best practices and management guidelines to reduce power

consumption. Most modern day ships today are built with provisions for

periodically unattended machinery spaces (PUMS). On such vessels,

automatic power management system (PMS) plays a role, which is of utmost

vitality. Not only does the PMS does away with manual synchronisation of

generators, it efficiently regulates the number of generators on the busbar

according to the changing load.

Some of the major functions performed by the PMS are as follows:

a. Cutting in and out of the generators according to increase and decrease of

load.

b. Gradually loading and unloading of generator alternator sets, so as to minimise

thermal and frictional stresses.

c. Performing load sharing operations among the generators symmetrically or

asymmetrically (depending on auto/manually set parameters).

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Diesel generators are the primary components of the PMS. All generators have

a maker’s specific minimum, maximum load criteria, and optimum load criteria.

When the generators are synced with the ship’s PMS, engineers have the

option of changing the minimum and maximum point beyond which, the generator

cannot be loaded. This is to prevent various stresses on the physical components of

the generator.

The loading and unloading of power from the alternator of the generator is

driven by time lag functions, which often means, that a sudden spike in the load

cannot be compensated by the PMS. A hardwired preferential trip, then, becomes, an

essential requirement of the system in order to prevent sudden blackout.

Some ships are also fitted with a shaft motor, which not only compensates for

a sudden drop in load, but also, minimises shaft torque on engines with a long

propulsion shaft. Another advancement in technology has been in the form of a

combined Shaft Motor/Generator set which is regulated by the PMS.

When generator sets are run in parallel, including, shaft generators, diesel

generators and/or steam driven turbine generator, the PMS almost completely

regulates the load on each component. Generally, in case of generators with equal

load capacity, the load on the bus bar is distributed symmetrically on the alternators.

However, different kinds of power generating machines, having different maximum

an optimum load, the PMS distributes asymmetrically.

For efficient fuel consumption, it is always desirable to run the minimum

number of generators, each at a load that is optimum. For instance, one generator

running at 30% load may be more fuel efficient than 2 running at 15% and,

conversely, one generator running at 70% may consume more fuel than 2 running at
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35% load each. Thus, performance evaluation of generators according to their

maximum and optimum rated capacity must be carried out regularly.

At the start of each voyage, marine engineers must discuss the power

management plan and consider various factors like, number of reefers onboard, use of

stabilisers during the voyage, maintenance to be carried out on any generator during

the voyage to determine which and how many generators to run. An unexpected

breakdown in the generators may require cutting down on the power consumption.

Let’s take a look at a few factors which would help in smart reduction of consumption

of power.

1. Reefers– Container ships, also, designed to carry reefers, will, of course

consume a higher power with the increase in the number of live reefers

onboard. Stowage plans must be

checked so that reefers requiring

ventilation would be carried on open

decks. Where placed in cargo holds,

efficient usage of reefer cooling water

system is a much more economic way than using heavy inlet and exhaust fans

for cargo hold ventilation. Thus, it is imperative the fresh water cooling

system for reefers, which includes fresh water and sea water pumps,

expansion tank and pipelines are kept in good

working condition.

2. Ballast pumps– Most ballast pumps are heavy

duty pumps which consume a lot of power.

Ballast plans should be formulated with the

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aim of using ballast pumps only when required. Filling of tanks, where

practical, must be carried out by gravity. Similarly, use of ejectors only while

final stripping of tanks and not continuously while deballasting, reduces usage

of pumps and eventually power.

3. Fuel Transfer pumps- Usage of service steam effectively to heat the fuel in

storage tanks is an important power reduction factor. Fuel to be transferred

must be kept at the temperature mentioned in the fuel specification document.

Low temperatures of fuel result in frequent tripping of the pumps, not to

mention, prolonged running of the pumps to transfer the same amount of fuel.

4. Air compressors- Any air leaks in the

start air or service and working air must

be repaired as soon as detected to prevent

continuous running of compressors and to

prevent frequent loading/unloading of

compressors. Running hours of the

compressors must be looked at closely and planned maintenance on the

compressors must be carried out according to maker’s specification.

5. Fresh water- Most ships today use hydrophore

tanks to pump fresh water for domestic and

other purposes. These tanks must be topped up

frequently with air, so as to minimise frequent

running of hydrophore pumps to achieve the

set pressure in the tank.

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6. Central Cooling water system-

Care must be taken when

establishing the number of sea

water, high temperature and low

temperature pumps which are

running. Sometimes, additional pumps may start resulting in higher power

consumption.

7. Engine room ventilation-

Ventilation fans are also

large consumers. Engine

room pressure and

temperature must be

carefully evaluated so as

to run only the required number of fans. Where fan motors are dual speed or of

a variable frequency type, selection of lower speeds, where practical, go a long

way in reducing power consumption.

8. Lights– A simple, yet largely unpractised factor is switching

off lights which are not in use. Cargo hold lights, steering

gear room lights, deck lights should be switched on only

when in use. This practice will go a long way in curtailing

power consumption.
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The above clearly shows how important planning a voyage is in order to

minimise consumption of power. Considering the number of ship operations carried

out on board ships, close coordination among deck and engine departments is

absolutely essential, perhaps more important than the PMS itself.

Power management systems (PMS) have in the past been relay-based, but a

programmable electronic system (PES) using a programmable logic controller (PLC)

is now more commonly used. This can also be integrated into a distributed control

system (DCS) for supplying information to the bridge.

Programmable Logic Controller

- PLC is a device used for the control of

machinery and processes.

- The heart of PLC is a microprocessor (CPU)

- In many respects PLC are similar to PCs. They

also have Input/Output (I/O) systems, Memory

and Power supply.

- The main Difference, between a Programable Logic Controller ( or PLC) and

Personal Computer ( or PC ), is Input /Output arrangement(I/O).

These sub-systems connect the PLC to actual Sensors and Transducers. PLCs

directly read limits, Temperature sensors, and position of complex position systems.

On the out put or Actuator side , PLC can operate pneumatic Diaphragm valves

through I/P Converters, operate Relays to drive electric motor starters , run timers,

counters and solenoids. Computers are optimized for calculation and display tasks,

PLCs are optimised for control tasks and the industrial environment
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PLC consists of

 Central processing unit CPU

 Input Module and output module

 Memory

 Power Supply

 Programming device
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There are five types of PLC Programming languages all are part of IEC

(International Electrotechnical Commission) 61131-3 International Standard.

According to this standard, The five types of different PLC Programming

Languages are:

1. Ladder Diagram (LD)

2. Function Block Diagram (FBD)

3. Structured Text (ST)

4. Instruction List (IL)

5. Sequential Function Chart (SFC)

Power Management System PMS Benefits

 Diesel generator monitoring and control

 Diesel engine safety and start/stop

 Circuit breaker synchronize & connect

 Bus line voltage and frequency control

 Generator voltage and frequency control

 Generator load in KW and %

 Symmetric or asymmetric load sharing

 Load control with load shedding

 Separation of alarm, control and safety

 Single or multiple switchboard control

 Heavy consumers logic

 Automatic start and connect after blackout

 Automatic line frequency adjustment

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 Control of diesel electric propulsion

 "Take me home mode", control of PTI with clutches etc.

 "One touch auto sequence", automatic mode control

Importance of power management system

Power management systems help ensure the safe, reliable, efficient, and

compliant operation of your electrical distribution systems, including the assets

connected to it. They can help you: Avoid electrical fires and prevent shock. Recover

from outages more quickly and safely.

Power Management System PMS Applications on Vessel Types

 Tanker

 Bulk carrier

 General Cargo Ship

 Container Ship

 LNG carrier / LPG carrier / Gas carrier

 Cruise Ship

 Yachts
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References Lists

www.marineinsight.com

www.electrotechnical-officer.com

https://en.m.wikipedia.org

https://www.linkedin.com

https://www.nautilusshipping.com

www.marine-engineering.com